EP1884461B1 - Rechte Kurbelarmanordnung für ein Fahrrad und Kurbelarm dafür - Google Patents

Rechte Kurbelarmanordnung für ein Fahrrad und Kurbelarm dafür Download PDF

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Publication number
EP1884461B1
EP1884461B1 EP07014862A EP07014862A EP1884461B1 EP 1884461 B1 EP1884461 B1 EP 1884461B1 EP 07014862 A EP07014862 A EP 07014862A EP 07014862 A EP07014862 A EP 07014862A EP 1884461 B1 EP1884461 B1 EP 1884461B1
Authority
EP
European Patent Office
Prior art keywords
crank arm
coupling
arm assembly
equal
annular
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP07014862A
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English (en)
French (fr)
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EP1884461A2 (de
EP1884461A3 (de
Inventor
Maurizio Valle
Paolo Pasqua
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Campagnolo SRL
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Campagnolo SRL
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Publication date
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Publication of EP1884461A2 publication Critical patent/EP1884461A2/de
Publication of EP1884461A3 publication Critical patent/EP1884461A3/de
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M3/00—Construction of cranks operated by hand or foot
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M9/00—Transmissions characterised by use of an endless chain, belt, or the like
    • B62M9/04—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio
    • B62M9/06—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio using a single chain, belt, or the like
    • B62M9/10—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio using a single chain, belt, or the like involving different-sized wheels, e.g. rear sprocket chain wheels selectively engaged by the chain, belt, or the like
    • B62M9/105—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio using a single chain, belt, or the like involving different-sized wheels, e.g. rear sprocket chain wheels selectively engaged by the chain, belt, or the like involving front sprocket chain-wheels engaged by the chain, belt or the like
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/21—Elements
    • Y10T74/2164—Cranks and pedals
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/21—Elements
    • Y10T74/2164—Cranks and pedals
    • Y10T74/2165—Cranks and pedals with attached gear

Definitions

  • the present invention relates to a right crank arm assembly for a bicycle.
  • the invention also relates to a right crank arm for such an assembly.
  • the expression “right crank arm assembly” is used to indicate an assembly comprising a right crank arm and at least one front sprocket coupled with the right, crank arm.
  • the front sprocket in particular, is the toothed wheel adapted to drive the chain of the bicycle for the motion transmission to the rear wheel of the bicycle, such motion being imparted by the cyclist through pedalling.
  • the present invention relates in particular to a right crank arm assembly in which the front sprocket is directly coupled with the right crank arm, the Applicant considering those which make use of the adapter disc impractical since they require three different components to be manufactured and coupled together, with relative problems of sizing and structural resistance to the stresses present during pedalling.
  • the coupling between front sprocket and crank arm typically occurs at respective surfaces defined on respective front faces of such components.
  • the coupling between right crank arm and front sprocket typically takes place at respective coupling surfaces defined on one of the sides of the crank arm and on one of the sides of the front sprocket.
  • the right crank arm is made in the form of a star and comprises a plurality of coupling arms extending along respective substantially radial directions with respect to the rotation axis of the crank arm.
  • Each coupling arm comprises, on one of its sides and at a free end thereof, a coupling surface with the front sprocket.
  • the front sprocket comprises an annular element having, on a radially outer annular surface thereof, a toothing and, on a radially inner annular surface thereof, a plurality of coupling elements with the crank arm.
  • Each coupling element with the crank arm extends canti-levered from said radially inner annular surface along a substantially radial direction with respect to the rotation axis of the front sprocket and comprises, on one of its sides and at a radially inner free end thereof, a coupling surface with a respective arm of the crank arm.
  • the Applicant has designed a right crank arm assembly having a front sprocket directly coupled with the right crank arm, such a front sprocket being lighter in weight than all those used in assemblies of the prior art that provides for a direct coupling between front sprocket and right crank arm.
  • US 4,318,310 which document constitutes the closest prior art, discloses a chain gear for a bicycle formed from an approximately rectangular metallic bans-shaped plate which has gear teeth formed along one edge and which is equal in length to the peripheral length of the chain gear.
  • the band-shaped plate is wound into a ring-shape and end portions of the band-shaped plate are secured together to form the chain gear.
  • the chain gear is secured to a chain gear adapter of a bicycle by fixing means, the adapter rotating in accordance with a pedalling operation.
  • the adapter may be mounted on a crank arm or may be formed integrally with the crank arm.
  • DE 197 17 463 discloses a weight-saving crank arm having two spaced-apart connecting members extending between the pedal eye and the hub of the crank arm. Each connecting member comprises two portions for coupling to a chain wheel.
  • the present invention therefore relates, in a first aspects thereof, to a right crank arm assembly for a bicycle, as recited in claim 1.
  • the annular element which acts as a big front sprocket, consists of a simple toothed band possibly provided with coupling elements with the crank arm having a very short radial extension.
  • a substantial saving in weight of the element that constitutes the big front sprocket and, therefore, of the right crank arm assembly is obtained.
  • Such a saving in weight is particularly significant in the case in which the crank arm is made from light metallic material or, preferably, from composite material.
  • the aforementioned ideal circumference has a diameter at least equal to 3/4 of said predetermined diameter, more preferably at least equal to 4/5 of said predetermined diameter, more preferably at least equal to 5/6 of said predetermined diameter, more preferably at least, equal to 6/7 of said predetermined diameter.
  • the desired lightening in weight of the annular element that constitutes the big front sprocket is obtained, at the same time ensuring a good coupling between annular element and crank arm.
  • the provision in the annular element of contact elements which are structurally distinct from the coupling elements allows a contact of the annular element on the crank arm to be achieved that is more stable and effective than what occurs in assemblies of the prior art, where the contact between front sprocket and crank arm only occurs at the coupling elements of the front sprocket with the crank arm.
  • these contact elements also have a limited radial extension, thus contributing to the lowering of the weight of the annular element and, therefore, of the assembly of the present invention.
  • said.at least one first contact element extends from said radially inner surface to an angular position of said first.annular element different to that of said at least one first coupling element.
  • said at least one first contact element extends along a non-radial direction with respect to a rotation axis of said first annular element.
  • the contact between front sprocket and crank arm occurs at the ends of the arms of the crank arm and of the coupling elements extending radially with respect to the rotation axis of the assembly
  • the contact between annular element and crank arm occurs at respective surfaces having a greater extension. The desired stability and effectiveness of the contact is thus ensured.
  • said at least one first contact element extends at least partially circumferentially around said rotation axis along an arc of circumference having a predetermined angular extension.
  • said angular extension is equal to 360°
  • said angular extension is less than 360° and preferably more than 15°, more preferably between 15° and 100°, even more preferably between 30° and 75°.
  • said first annular element comprises a plurality of first coupling elements and said at least one first contact element extends circumferentially without structural interruption between two adjacent coupling elements of said plurality of first coupling elements.
  • the crank arm has an inner side intended, in use, to face towards the frame of the bicycle and an outer side opposite said inner side and said at least one first contact element is preferably active on said crank arm on one of said sides.
  • said annular element also comprises at least one second contact element active on said crank arm on the other of said sides.
  • the provision in the annular element of elements adapted to act in contact with the two opposite sides of the crank arm effectively blocks the twisting deformation of the annular element during pedalling, to the great advantage of the transmission efficiency of the motion imparted through the right crank arm assembly of the present invention.
  • the Applicant has indeed observed that, in operation, conventional front sprockets elastically deform due to the stresses to which they are subjected during pedalling. Such a deformation leads to a decrease in transmission efficiency of the motion imparted through the crank arm assembly.
  • the crank arm transmits the force that the cyclist exerts upon the pedals of the bicycle to the front sprocket.
  • Such a force acts in a plane parallel to the middle plane of the front sprocket and its direction of application and the intensity change at each angular position of the pedal.
  • This stress therefore causes a variable lateral flexing deformation of the front sprocket.
  • the chain exerts a force resisting the forward movement of the front sprocket on a portion of the front sprocket, the resulting stress on the front sprocket is a twisting stress. Therefore, the consequent deformation of the front sprocket is a twisting deformation.
  • the Applicant has also found that, during pedalling, the front sprocket twists on different sides from one point to another, and therefore has thought to position contact elements with the crank arm at both sides of the crank arm.
  • said at least one second contact element extends canti-levered from said radially inner, surface of said first annular element on the opposite side to said at least one first contact element with respect to said at least one first coupling element.
  • the Applicant has indeed found that the front sprocket of conventional assemblies twists on opposite sides before and after each coupling element with the crank arm, and has therefore thought to position the contact elements on the opposite side to each coupling element.
  • the contact elements are only positioned where they actually perform their counteraction to the twisting deformation of the annular element, i.e. just at the side of the annular element in which it twists during pedalling. In this way a substantially saving of weight is obtained in addition to an excellent result in terms of prevention of twisting deformation of the annular element.
  • said at least one second contact element extends from said radially inner surface of said first annular element along a substantially radial direction.
  • said at least one second contact element is arranged in a position that precedes said at least one first coupling portion with reference to the direction of rotation of the crank arm assembly during pedalling and said at least one first contact element is arranged in a position that follows said at least one first coupling portion with reference to said direction.of rotation.
  • said at least one first contact element and at least one second contact element are defined in a body portion of said first annular element extending radially canti-levered from said radially inner surface and comprising said at least one first.coupling element.
  • said at least one second contact element is defined by a respective body portion of said first annular element extending radially canti-levered from said radially inner surface, said respective body portion not comprising said at least one first coupling element.
  • said first annular element comprises at least one abutment surface adapted to allow the correct angular positioning of said crank arm with respect to said first annular element.
  • said at least one abutment surface is defined at least partially in said at least one second contact element.
  • the annular element of the assembly of the present invention comprises a plurality of first contact elements and a plurality of second contact elements.
  • the contact elements are preferably at least two per side, possibly four, but this does not exclude embodiment with a different, even odd, number of contact elements.
  • the provision of many contact elements per side allows a contact between crank arm and annular element to be obtained that is particularly stable and effective in blocking the twisting deformation of the annular element.
  • the assembly of the present invention further comprises at least one first crank arm element adapted to cooperate with said at least one first contact element and at least one second crank arm element adapted to cooperate with said at least one second contact element.
  • said at least one first crank arm element has an angular extension substantially equal to that of said at least one first contact element.
  • said first annular element is coupled with said crank arm at at least one first coupling portion of said crank arm and said at least one second annular element is coupled with said crank arm at at least one second coupling portion of said crank arm different to said first coupling portion.
  • the provision on the crank arm of different coupling portions for the different annular elements makes the removal of the annular elements for possible repairs or replacement quicker and easier. This cannot be achieved in assemblies of the prior art wherein all of the front sprockets are coupled with the crank arms at the same coupling portions of the crank arm.
  • said at least one first coupling portion of said crank arm is defined at a first circumference having its centre at the rotation axis of said crank arm and said at least one second coupling portion of said crank arm is defined at at least one second circumference concentric to said first circumference and having a different diameter to that of said first circumference.
  • the provision of annular elements of different diameter coupled with different coupling portions of the crank arm allows a large number of combinations of annular elements of different size to be made, such combinations also comprising annular elements of very small or very large diameter.
  • annular elements of different diameter are coupled at different coupling portions of the crank arm, it is no longer necessary to produce different sized crank arm for each combination of annular elements intended to be used, nor does the cyclist have to change crank arm each time he changes the combination of annular elements in order to be able to maintain the desired structural rigidity.
  • the present invention is therefore advantageous both for the cyclist and for the crank arm manufacturer.
  • said at least one first coupling portion of said crank arm is defined along at least one first substantially radial direction with respect to said rotation axis of the crank arm and said at least one second coupling portion of said crank arm is defined along at least one second substantially radial direction of said crank arm different to said first substantially radial direction of said crank arm.
  • said crank arm comprises at least two first coupling portions arranged at a first predetermined angular distance one from the other and at least two second coupling portions arranged at a second predetermined angular distance one from the other, said second predetermined angular distance being less than said first predetermined angular distance.
  • said first area is a first annular area located between said ideal circumference and a second ideal circumference arranged at least 1 mm radially towards the inside with respect to said toothing
  • said first annular area has an inner diameter greater than or equal to 150 mm and an outer diameter less than or equal to 180 mm. Even more preferably, said first annular area has an inner diameter greater than or equal to 160 mm and an outer diameter less than .or equal to 170.
  • the assembly of the present invention comprises a second annular area containing said at least one second coupling portion of said crank arm and having an inner diameter greater than or equal to 100 mm and an outer diameter less than or equal to 130 mm.
  • said second annular area has an inner diameter greater than or equal to 110 mm and an outer diameter less than or equal to 120 mm.
  • the aforementioned at least one coupling portion is defined by said radially inner surface.
  • the aforementioned radially inner surface is arranged at least 1 mm radially towards the inside with respect to said toothing.
  • said coupling portion comprises at least one surface portion extending radially and/or at least one surface cylindrical portion extending around a rotation axis of said assembly.
  • the crank arm comprises an arm of predetermined length L and a plurality of coupling arms with said first annular element extending substantially radially with respect to a rotation axis of the crank arm and the radial extension of which is defined by a circumference of diameter T'', in which L/'' is between 0.7 and 1.
  • the ratio L/T'' is between 0.8 and 0.9.
  • crank arm is made from a.light metallic material or, more preferably, from a composite material.
  • the present invention relates to a right crank arm for a bicycle, as recited in claim 39.
  • crank arm can be used in an assembly of the type described above.
  • crank arm since such a crank arm has longer arms than those of crank arms of the prior art, it can be coupled both with an annular element having coupling portions with the crank arm extending canti-levered from the radially inner surface of the annular element and of short radial extension, and with an annular element in which the coupling portions are defined by the same radially inner surface of the annular element.
  • the ratio L/T'' is between 0.8 and 0.9.
  • the crank arm of the present invention comprises first coupling portions with the annular element arranged on the coupling arms at a first annular area having an inner diameter greater than or equal to 150 mm and an outer diameter less than or equal to 180 mm.
  • said first annular area has an inner diameter greater than or equal to 160 mm and an outer diameter less than or equal to 170 mm.
  • crank arm of the present invention further comprises second coupling portions with a second annular element arranged on the coupling arms at a second annular area having an inner diameter greater than or equal to 100 mm and an outer diameter less than or equal to 130 mm.
  • said second annular area has an inner diameter greater than or equal to 110 mm and an outer diameter less than or equal to 120 mm.
  • said coupling portions comprise threaded holes.
  • a first embodiment of a right crank arm assembly is indicated with 1.
  • the assembly 1 comprises a right crank arm 5, a front sprocket of larger diameter 10 (hereafter indicated as big front sprocket) and a front sprocket of smaller diameter 15 (hereafter indicated as small front sprocket).
  • Alternative and not illustrated embodiments are foreseen in which the assembly 1 comprises just one front sprocket, for example for use on a racing track, or more than two front sprockets, for example three.
  • the "inner side” of the assembly 1, of the crank arm 5 and/or of the front sprockets 10 and 15 shall indicate the side visible in figures 1 and 3 , i.e. the one facing towards the frame of the bicycle when the assembly 1 is mounted in the bottom bracket assembly.
  • outer side shall indicate the side opposite the inner side, visible in figures 2 and 4 .
  • previous position or “following position” shall respectively indicate the position of an element that precedes and that follows a reference element in the direction of rotation of the crank arm, where the rotation is in the direction such as to transmit driving force to the rear wheel.
  • the right crank arm 5 of the present invention can be made from metallic material, like a light alloy, or from composite material, comprising structural fibres incorporated in a polymeric material.
  • the structural fibres are selected from the group consisting of carbon fibres, glass fibres, aramid fibres, ceramic fibres, boron fibres and combinations thereof, carbon fibres being preferred.
  • the polymeric material of the body of the component is thermosetting. However, the possibility of using a thermoplastic material is not excluded. More preferably, the polymeric material comprises an epoxy resin.
  • the arrangement of said structural fibres in the polymeric material can be a random arrangement of pieces or sheets of structural fibres, a substantially unidirectional ordered arrangement of fibres, a substantially bidirectional ordered arrangement of fibres, or a combination of the above.
  • fibres are organised in a fabric wound with continuity around a recess, as described in patent EP 1270394 and in European patent applications n° 06425086 and 06425087 to the same Applicant.
  • the right crank arm 5 comprises an elongated main body 20 having a first end 21 for coupling with a pedal (not illustrated) and a second end 22 for coupling with the front sprockets 10 and 15 and with a shaft of a bottom bracket assembly (not illustrated).
  • the second end 22 comprises a hole 23 for housing the shaft of the bottom bracket assembly.
  • the shaft is removably coupled with the right crank arm, or it is an integral part thereof.
  • a support structure 25 of the front sprockets 10 and 15 is provided about the hole 23, comprising four coupling arms (or spokes) 27 that extend substantially radially around the hole 23 inside of which a rotation axis X of the crank arm 5 is defined.
  • the arms 27 are connected in sets of two by a reinforcing element 30, preferably extending circumferentially around the rotation axis X of the crank arm 5 and made in the form of an arc of circle.
  • Each reinforcing element 30 that connects a pair of arms 27 comprises a contact surface 32 with the outer side of the big front sprocket 10.
  • the contact surfaces 32 preferably have an angular extension ⁇ ( fig. 7 ) greater than or equal to 15°, preferably between 15° and 100°, more preferably between 30° and 75° and are arranged at an angular distance ⁇ from the middle plane ⁇ of the elongated body 20, where ⁇ is preferably between 30° and 90°.
  • crank arm 5 In an alternative embodiment of the crank arm 5 (not illustrated) the pairs of arms 27 connected by the element 30 are replaced by a single arm of equal angular extension.
  • the arm 27 of each of them coming first in the direction of rotation ⁇ of the right crank arm 5 around the rotation axis X of the crank arm 5, comprises an element 35 extending canti-levered in the circumferential direction in the direction of rotation ⁇ .
  • Each element 35 comprises a contact surface 40 with the inner side of the big front sprocket 10.
  • Coupling portions 44 with the big front sprocket 10 are defined at the free ends 28 of each arm 27.
  • the element 30 connects the coupling arms 27 right at such coupling portions 44.
  • the coupling portions 44 are provided with coupling holes 45.
  • the coupling portions 44 with the ends 28 of the arms 27 connected by the element 30 are arranged at an angular distance ⁇ from each other of between 45° and 95°, and the coupling portion 44 closest to the elongated body 20 is arranged at an angular distance ⁇ of between 35° and 85° from the plane ⁇ .
  • An additional coupling hole 46 with the front sprocket 10 is preferably provided on a portion of the elongated body 20 ( fig. 7 ).
  • the section of figure 9 shows in detail an example embodiment of the coupling portions 44 in the case in which the right crank arm 5 is made from composite material.
  • the coupling portions 44 are in this case preferably defined by metallic inserts 50 provided with a threaded hole 52 for the insertion of a screw (not illustrated).
  • the outer surface 54 of the inserts 50 is irregular, and preferably threaded, so as to be able to be better held in the composite material, to which it is fixed by gluing or by direct adhesion due to a co-moulding process.
  • An alternative embodiment of the assembly of the present invention is foreseen in which the threaded hole 52 is directly made in the composite material.
  • crank arm 5 of the present invention further comprises, in a preferred embodiment thereof, second coupling portions 47 used for the coupling of the small front sprocket 15.
  • the coupling portions 47 are preferably made identical to the coupling portions 44 and comprise coupling holes 48.
  • the coupling portions 44 and 47 are at different distances from the rotation axis X of the right crank arm 5.
  • their axes of symmetry S1 and S2 lie on two ideal circumferences of different diameter.
  • the coupling portions 44 and 47 are preferably non-radially aligned with each other. Indeed, the coupling portions 44 are at smaller angular distances ⁇ apart than the angular distances between the coupling portions 47.
  • Both the big front sprocket 10 and the small front sprocket 15 are coupled with the main body 20 of the crank arm 5 at the additional coupling portion 46.
  • the contact elements 30 and 35 respectively with the outer side and with the inner side of the big front sprocket 10 are located substantially at the opposite side with respect to the coupling portions 44, identified by the axis of symmetry S1.
  • the surface 32 of the element 30 for contact with the outer side of the front sprocket 10 follows the coupling portion 44 in the direction of rotation ⁇
  • the surface 40 of the element 35 for contact with the inner side of the front sprocket 10 precedes the coupling portion 44 ( fig. 6 and 7 ).
  • the elements 30 and 35 are therefore active in abutment on the front sprocket at different angular positions.
  • the arms 27' instead of being connected in sets of two through the elements 30, each comprise an element 30' extending canti-levered circumferentially around the rotation axis X of the crank arm 5'.
  • Each element 30' comprises a respective contact surface 32' with the outer side of the big front sprocket 10.
  • the arms 27' also each comprise a respective contact surface 40' with the inner side of the big front sprocket 10.
  • the contact surfaces 32' and 40' are arranged in a position respectively prior to and after the coupling portion 44 (hidden in the figures) provided on the arm 27.
  • the number of arms 27 can also be odd, for example three or five.
  • just one or in any case just a few of the arms 27 comprise a contact surface 40 with the inner side of the big front sprocket 10, between which the arm 27 immediately following the elongated body 20 with reference to the direction of rotation ⁇ of the crank arm 5 and preferably the arm 27 arranged in a substantially symmetrical position with respect to the main body 20 of the crank.arm 5.
  • the contact surfaces 32 and 40 do not lie on the same plane, but a predetermined axial distance D apart ( fig. 5 ). In this way the big front sprocket 10 does not need to be deformed to be inserted between the two contact surfaces. It is thus sufficient for the front sprocket 10 to have a thickness equal to D in the contact area with the crank arm 5. Preferably D is equal to or less than the maximum thickness of the big front sprocket 10.
  • the elements 30 and 35 are made in a single piece with the main body 20 of the crank arm 5, but in other not illustrated embodiments such elements can be made in separate pieces and coupled with the crank arm 5.
  • Such a front sprocket comprises an annular element 11, preferably made from light metal alloy or from composite material, having a radially outer annular surface 12 on which a toothed portion 100 (hereafter also indicated as toothing) is formed extending radially towards the outside and a radially inner annular surface 13 from which four elements 98 for coupling.with the crank arm extend radially canti-levered.
  • the elements 98 are adapted to be coupled with the arms 27 of the crank arm 5 by coupling respective coupling portions defined on the elements 98 with the coupling portions 44 defined on the arms 27. The coupling takes place through screws (not illustrated) inserted in holes 64 formed on each coupling element 98.
  • the big front sprocket 10 comprises two elements 55 having respective contact surfaces 60 adapted to contact the contact surfaces 32 of the elements 30 of the right crank arm 5.
  • the elements 55 have the same angular extension as the elements 30 and each element 55 extends without structural interruption between two adjacent elements 98.
  • What has been stated above- with reference to the number, angular position with respect to the coupling portions 44 and angular extension of the elements 30 of the crank arm 5 with respect to the rotation axis of the crank arm is therefore also valid for the elements 55 of the front sprocket 10 with reference to the coupling portions defined on the elements 98 and with reference to the rotation axis of the front sprocket.
  • the elements 55 are preferably surmounted in the radial direction by a throat 62 extending according to an arc of circle.
  • a pair of elements 65 are provided having respective contact surfaces 66 adapted to contact the contact surfaces 40 of the elements 35 of the right crank arm 5.
  • the big front sprocket 10 further comprises an additional arm 68 with a hole 69 for the passage of a screw intended to insert into the hole formed in the additional coupling portion 46 of the crank arm 5, in the case in which such an additional coupling portion is present.
  • each contact element 55 and 65 with the crank arm 5 is defined at a single body portion 14 of the annular element 11 that extends radially canti-levered towards the centre of the front sprocket 10 from inner surface 13 thereof and that also comprises a pair of coupling elements 98.
  • the elements 55, 65 and 98 are therefore all an integral part of the body portion 14.
  • Figure 14 shows an alternative embodiment of the big front sprocket, indicated with 10.
  • the body portion 14 here comprises just the contact element 55 and a pair of elements 98 for coupling with the crank arm 5, whereas the contact elements 65 with the crank arm are defined at further and respective body portions 140, distinct and separate from the body portion 14 of the annular element 11, which also extend radially canti-levered from the inner surface 14 of the annular element 11 towards the centre of the front sprocket 10 and which do not comprise the coupling elements 98 and the contact elements 55 with the crank arm 5.
  • the elements 98 and 65 are made adjacent to the toothed portion 100 of the front sprocket 10.
  • the elements 98 and 65 are located and entirely contained in an annular area extending radially between the inner surface of said annular element and an ideal circumference of diameter T' such that T>T' ⁇ aT, where a is selected from 2/3, 3/4, 4/5, 5/6 or 6/7.
  • the aforementioned inner surface is defined at an ideal circumference arranged at least 1 mm radially towards.the inside from the toothed portion 100.
  • the front sprocket 10 in this case therefore reduces to a toothed band provided with radial projections constituting the coupling elements 98 and the contact elements 55 and 65 and having a short radial extension. Consequently, the maximum radial extension of the coupling arms provided in the crank arm is defined by a circumference of diameter T'' (see figures 2 and 4 ) such that T>T''>T', where the difference between T and T'' is simply given by the need to leave a free front sprocket portion which is sufficient to allow the engagement of the teeth with a chain.
  • the crank arm of the assembly of the present invention is sized so that the ratio L/T" is between 0.7 and 1, preferably between 0.8 and 0.9.
  • a not illustrated embodiment is foreseen in which the front sprocket has coupling elements 98 and contact elements 55 and 65 of short extension as described above with reference to figure 14 and all forming part of a single body portion 14 as described above with reference to figure 11 .
  • the contact portions of the front sprocket 10 with the crank arm 5 are structurally and physically distinct from the respective coupling portions.
  • crank arm of the assembly of the present invention has coupling arms having a greater radial extension than those of conventional crank arms.
  • the diameter of the ideal circumference defined by the coupling holes with the big front sprocket and with the small front sprocket is 130 mm or 135 mm in the case of standard combinations and 110 mm in the case of compact combinations
  • the diameter of the ideal circumference defined by the holes 45 for coupling with the big front sprocket 10 is within an annular area having an inner diameter greater than or equal to 150 mm and an outer diameter less than or equal to 180 mm, preferably an inner diameter greater than or equal to 160 mm and an outer diameter less than or equal to 170 mm
  • that of the ideal circumference defined by the holes 48 for coupling with the small front sprocket 15 is within an annular area having an inner diameter greater than or equal to 100 mm and an outer diameter less than or equal to 130 mm, preferably an inner diameter greater than or equal to 110 mm and an outer diameter less than or equal to 120 mm.
  • Figures 1 and 2 show a right crank arm assembly comprising a combination of standard front sprockets, i.e. a small front sprocket with a minimum of 39 teeth coupled with a big front sprocket with a number of teeth of between 52 and 56 (53 in the front sprocket 10 illustrated).
  • standard front sprockets i.e. a small front sprocket with a minimum of 39 teeth coupled with a big front sprocket with a number of teeth of between 52 and 56 (53 in the front sprocket 10 illustrated).
  • the right crank arm 5 illustrated in figures 6 , 7 and 8 can support a wide range of combinations of front sprockets, for example a compact combination, as illustrated in figures 3 and 4 , in which the small front sprocket 15' has a minimum number of teeth equal to 34 and the big front sprocket 10' has a number of teeth of between 46 and 50 (48 in the combination illustrated).
  • crank arm 5 allows any size of front sprockets to be mounted; for which reason it is also possible to adopt combinations of front sprockets different to the standard and compact ones, in particular mixed combinations.
  • the crank arm 5, 5' further comprises abutment surfaces 70, 70' adapted to allow the correct angular positioning of the crank arm with respect to the front sprocket 10.
  • Such surfaces 70, 70' are defined at a free end of the contact element 35, 35' with the crank arm 5, 5'.
  • Further abutment surfaces 72 are provided at a body portion of the element 35 that extends on the opposite side, with respect to the coupling arm 27, to the one at which the abutment surface 70 is defined.
  • the abutment surfaces 70 and 72 cooperate in abutment with corresponding abutment surfaces 74, 76 defined in the big front sprocket 10.
  • Figure 12 illustrates the way to mount a big front sprocket 10 on a right crank arm 5.
  • the big front sprocket 10 is brought in contact with the right crank arm 5 so that the contact surfaces 32 of the elements 30 of the crank arm 5 come into contact with the contact surfaces 60 of the elements 55 of the front sprocket 10.
  • the right crank arm 5 is rotated with respect to the front sprocket 10 in the same direction of rotation ⁇ in which it rotates during pedalling.
  • the crank arm 5 shall move with respect to the front sprocket until the abutment surfaces 70 and 72 of the right crank arm 5 make contact with the corresponding abutment surfaces 74 and 76 of the front sprocket 10.
  • the contact surfaces 40 of the elements 35 of the crank arm 5 shall be in abutment with the contact surfaces 66 of the elements 65 of the front sprocket 10.
  • the contact surfaces 32, 40, 60 and 66 cooperate with each other to keep it in position and the operator has both hands free to fix the screws.
  • the right crank arm assembly 200 comprises a right crank arm 205, preferably made from composite material, comprising a coupling portion 210 with an annular toothed band 215.
  • the coupling portion 210 preferably comprises an annular-shaped outer peripheral portion 225 coupled with the elongated body 220 of the crank arm 205 through a plurality of coupling arms 230.
  • the coupling between the coupling portion 210 and the toothed band 215 can be of any type capable of transmitting torque.
  • a shape-coupling is illustrated, in particular toothed, preferably strengthened by gluing, or by the adhesion between composite material of the coupling portion 210 and the metal of the toothed band 215 obtained by co-moulding.
  • the toothed band 215 and the coupling portion 210 could be made with a threading at their interface to be screwed (and then possibly glued) one to the other.
  • the toothed band 215 is fixed onto the coupling portion. 210 through screws or other fastening elements.
  • figure 16 shows a radial coupling interface 240 and a circumferential coupling interface 245, we do not exclude embodiments in which the coupling is just circumferential or just radial (in which case there are no front or rear contact surfaces as for the embodiments of figures 1 to 14 ).
  • the coupling between the toothed band 205 and the coupling portion 210 could also be a dovetail coupling, or a coupling extending along a surface inclined with respect to the rotation axis of the annular toothed band 215.
  • annular toothed band 215 an embodiment is foreseen in which the right crank arm 205 is also coupled with a front sprocket or annular band of smaller diameter.
  • the coupling between such an annular band of smaller diameter and the right crank arm 205 is of the same type as that described with reference to the annular toothed band 215.
  • the coupling portion 210' instead of being extended according to a complete ring, can comprise ring portions 225', for example having the dimensions illustrated with reference to the support structure 25 of the crank arm 5 of figures 6 , 7 and 8 .
  • the coupling between the coupling portion 210' and the annular toothed band 215' is of the same type described for the assembly 200 of figures 15 and 16 .
  • Figure 17 also shows that the right crank arm assembly 200' (just like the one 200 of figure 15 ) can comprise a second front sprocket or toothed band 216 of smaller diameter with respect to the toothed band 215'.
  • the small front sprocket. 216 can be of the type illustrated with reference to the right crank arm assemblies of figures 1 to 4 , or else a toothed band similar to the toothed band 215', coupled with the crank arm 205' in the same way as the toothed band 215'.
  • the small front sprocket 15 is coupled with the right crank arm 5 in a conventional way, i.e. contacting just the outer side.
  • an embodiment is foreseen in which the coupling between the small front sprocket 15 and ,the crank arm 5 is the same as that described for the big front sprocket 10, i.e. contacting both the outer side and the inner side.
  • the position of the contact elements with the outer side and with the inner side of the big front sprocket can be inverted with respect to the coupling portions, thus performing their contact function in different angular positions of pedalling.
  • the illustrated example is that in which the contact elements counteract the twisting of the front sprocket in the most critical condition, i.e. when the pedal has passed the vertical to begin a new descent, since this is the point at which the cyclist exerts the maximum thrust.
  • the contact surfaces can also face each other and therefore are at an identical angular position.

Claims (45)

  1. Rechte Kurbelarmanordnung (1) für ein Fahrrad, die einen rechten Kurbelarm (5, 5'), der eine Drehachse (X) hat, ein erstes ringförmiges Element (11), das an wenigstens zwei ersten Verbindungsabschnitten (99) des ersten ringförmigen Elementes (11) direkt mit dem Kurbelarm (5, 5') verbunden ist, sowie wenigstens ein zweites ringförmiges Element (15, 15') umfasst, das mit dem Kurbelarm (5, 5') verbunden ist und kleiner ist als das erste ringförmige Element (11), wobei das erste ringförmige Element (11) eine Verzahnung (100) umfasst, die entlang eines Grundumfangs (primitive circumference) mit einem vorgegebenen Durchmesser radial nach außen verläuft, die wenigstens zwei ersten Verbindungsabschnitte (99) vollständig in einem ersten Bereich eingeschlossen sind, der sich von einem Idealumfang (ideal circumference) aus, der einen Durchmesser hat, der wenigstens 2/3 des vorgegebenen Durchmessers beträgt, radial nach außen erstreckt;
    wobei jeder der wenigstens zwei ersten Verbindungsabschnitte (99) durch ein erstes Verbindungselement (98) gebildet wird, das sich radial auslegerartig von einer radial innenliegenden Fläche (13) des ersten ringförmigen Elementes (11) bis zu dem Idealumfang erstreckt;
    dadurch gekennzeichnet, dass jedes der ersten Verbindungselemente (98) ein Loch (64) zum Verbinden mit dem Kurbelarm (5, 5') umfasst und das das erste ringförmige Element (11) des Weiteren wenigstens ein erstes Kontaktelement (55) mit dem Kurbelarm (5, 5') umfasst, das strukturell von den ersten Verbindungselementen (98) getrennt ist, wobei sich das wenigstens eine erste Kontaktelement (55) radial auslegerartig von der radial innenliegenden Fläche (13) aus erstreckt und vollständig in dem ersten Bereich eingeschlossen ist.
  2. Kurbelarmanordnung (1) nach Anspruch 1, wobei der Idealumfang einen Durchmesser hat, der wenigstens 3/4 des vorgegebenen Durchmessers beträgt.
  3. Kurbelarmanordnung (1) nach Anspruch 1, wobei der Idealumfang einen Durchmesser hat, der wenigstens 4/5 des vorgegebenen Durchmessers beträgt.
  4. Kurbelarmanordnung (1) nach Anspruch 1, wobei der Idealumfang einen Durchmesser hat, der wenigstens 5/6 des vorgegebenen Durchmessers beträgt.
  5. Kurbelarmanordnung (1) nach Anspruch 1, wobei der Idealumfang einen Durchmesser hat, der wenigstens 6/7 des vorgegebenen Durchmessers beträgt.
  6. Kurbelarmanordnung (1) nach einem der vorangehenden Ansprüche, wobei sich das wenigstens eine erste Kontaktelement (55) von der radial innenliegenden Fläche (13) aus an einer Winkelposition des ersten ringförmigen Elementes (11) erstreckt, die sich von der des ersten Verbindungselementes (98) unterscheidet.
  7. Kurbelarmanordnung (1) nach einem der vorangehenden Ansprüche, wobei sich das wenigstens eine erste Kontaktelement (55) entlang einer nicht radialen Richtung in Bezug auf eine Drehachse des ersten ringförmigen Elementes (11) erstreckt.
  8. Kurbelarmanordnung (1) nach Anspruch 7, wobei sich das wenigstens eine erste Kontaktelement (55) wenigstens teilweise in Umfangsrichtung entlang eines Umfangsbogens um die Drehachse herum erstreckt, der eine vorgegebene Winkelausdehnung hat.
  9. Kurbelarmanordnung (1) nach Anspruch 8, wobei die Winkelausdehnung 360 ° beträgt.
  10. Kurbelarmanordnung (1) nach Anspruch 8, wobei die Winkelausdehnung weniger als 360° beträgt.
  11. Kurbelarmanordnung (1) nach Anspruch 10, wobei die Winkelausdehnung mehr als 15° beträgt.
  12. Kurbelarmanordnung (1) nach Anspruch 11, wobei die Winkelausdehnung zwischen 15° und 100° beträgt.
  13. Kurbelarmanordnung (1) nach Anspruch 11, wobei die Winkelausdehnung zwischen 30° und 75° beträgt.
  14. Kurbelarmanordnung (1) nach einem der vorangehenden Ansprüche, wobei das erste ringförmige Element (11) eine Vielzahl erster Verbindungselemente (98) umfasst und sich das wenigstens eine erste Kontaktelement (55) ohne strukturelle Unterbrechung zwischen zwei benachbarten Verbindungselementen (98) der Vielzahl erster Verbindungselemente in Umfangsrichtung erstreckt.
  15. Kurbelarmanordnung (1) nach einem der vorangehenden Ansprüche, wobei der Kurbelarm (5, 5') eine Innenseite, die in Funktion dem Rahmen des Fahrrades zugewandt sein soll, und eine der Innenseite gegenüberliegende Außenseite hat, wobei das wenigstens eine erste Kontaktelement (55) an einer der Seiten an dem Kurbelarm (5, 5') wirkt.
  16. Kurbelarmanordnung (1) nach Anspruch 15, wobei das erste ringförmige Element (11) wenigstens ein zweites Kontaktelement (65) umfasst, das an dem Kurbelarm (5, 5') an der anderen der Seiten wirkt.
  17. Kurbelarmanordnung (1) nach Anspruch 16, wobei sich das wenigstens eine zweite Kontaktelement (65) auslegerartig von der radial innenliegenden Fläche (13) des ersten ringförmigen Elementes (11) an der in Bezug auf das erste Verbindungselement (98) dem wenigstens einen ersten Kontaktelement (55) gegenüberliegenden Seite erstreckt.
  18. Kurbelarmanordnung (1) nach Anspruch 17, wobei sich das wenigstens eine zweite Kontaktelement (65) von der radial innenliegenden Fläche (13) des ersten ringförmigen Elementes (11) entlang einer im Wesentlichen radialen Richtung erstreckt.
  19. Kurbelarmanordnung (1) nach Anspruch 17 oder 18, wobei das wenigstens eine zweite Kontaktelement (65) an einer Position angeordnet ist, die in Bezug auf die Drehrichtung der Kurbelarmanordnung (1) beim Treten der Pedale vor dem ersten Verbindungsabschnitt (99) liegt, und das wenigstens eine erste Kontaktelement (55) an einer Position angeordnet ist, die in Bezug auf die Drehrichtung hinter dem ersten Verbindungsabschnitt (99) liegt.
  20. Kurbelarmanordnung (1) nach einem der Ansprüche 17 bis 19, wobei das wenigstens eine erste Kontaktelement (55) und das wenigstens eine zweite Kontaktelement (65) in einem Körperabschnitt (14) des ersten ringförmigen Elementes (11) ausgebildet sind, der sich radial auslegerartig von der radial innenliegenden Fläche (13) aus erstreckt und das erste Verbindungselement (98) umfasst.
  21. Kurbelarmanordnung (1) nach einem der Ansprüche 17 bis 19, wobei das wenigstens eine zweite Kontaktelement (65) durch einen entsprechenden Körperabschnitt (14) des ersten ringförmigen Elementes (11) gebildet wird, der sich radial auslegerartig von der radial innenliegenden Fläche (13) aus erstreckt, und der entsprechende Körperabschnitt (14) das erste Verbindungselement (98) nicht umfasst.
  22. Kurbelarmanordnung (1) nach einem der vorangehenden Ansprüche, wobei das erste ringförmige Element (11) wenigstens eine Anliegefläche (74, 76) umfasst, die so eingerichtet ist, dass sie die ordnungsgemäße Winkelpositionierung des Kurbelarms (5, 5') in Bezug auf das erste ringförmige Element (11) zulässt.
  23. Kurbelarmanordnung (1) nach Anspruch 22, wobei die wenigstens eine Anliegefläche (74, 76) wenigstens teilweise in dem wenigstens einen zweiten Kontaktelement (65) ausgebildet ist.
  24. Kurbelarmanordnung (1) nach einem der Ansprüche 17 bis 23, die eine Vielzahl erster Kontaktelemente (55) und eine Vielzahl zweiter Kontaktelemente (65) umfasst.
  25. Kurbelarmanordnung (1) nach einem der Ansprüche 17 bis 24, die wenigstens ein erstes Kurbelarm-Element (30, 30'), das so eingerichtet ist, dass es mit dem wenigstens einen ersten Kontaktelement (55) zusammenwirkt, und wenigstens ein zweites Kurbelarm-Element (35, 35') umfasst, das so eingerichtet ist, dass es mit dem wenigstens einen zweiten Kontaktelement (65) zusammenwirkt.
  26. Kurbelarmanordnung (1) nach Anspruch 25, wobei das wenigstens eine erste Kurbelarm-Element (30, 30') eine Winkelausdehnung hat, die im Wesentlichen der des wenigstens einen ersten Kontaktelementes (55) gleich ist.
  27. Kurbelarmanordnung (1) nach einem der vorangehenden Ansprüche, wobei das erste ringförmige Element (11) an wenigstens einem ersten Verbindungsabschnitt (44) des Kurbelarms (5, 5') mit dem Kurbelarm (5, 5') verbunden ist und das wenigstens eine zweite ringförmige Element (15, 15') an wenigstens einem von dem wenigstens einen ersten Verbindungsabschnitt (44) verschiedenen zweiten Verbindungsabschnitt (47) des Kurbelarms (5, 5') mit dem Kurbelarm (5, 5') verbunden ist.
  28. Kurbelarmanordnung (1) nach Anspruch 27, wobei der erste Verbindungsabschnitt (44) des Kurbelarms (5, 5') an einem ersten Umfang ausgebildet ist, dessen Mittelpunkt an der Drehachse des Kurbelarms (5, 5') liegt, und der wenigstens eine zweite Verbindungsabschnitt (47) des Kurbelarms (5, 5') an wenigstens einem zweiten Umfang ausgebildet ist, der konzentrisch zu dem ersten Umfang ist und einen anderen Durchmesser hat als der erste Umfang.
  29. Kurbelarmanordnung (1) nach Anspruch 28, wobei der wenigstens eine erste Verbindungsabschnitt (44) des Kurbelarms (5, 5') entlang wenigstens einer ersten im Wesentlichen radialen Richtung in Bezug auf die Drehachse des Kurbelarms (5, 5') ausgebildet ist und der wenigstens eine zweite Verbindungsabschnitt (47) des Kurbelarms (5, 5') entlang wenigstens einer zweiten im Wesentlichen radialen Richtung des Kurbelarms (5, 5') ausgebildet ist, die sich von der ersten im Wesentlichen radialen Richtung des Kurbelarms (5, 5') unterscheidet.
  30. Kurbelarmanordnung (1) nach einem der Ansprüche 27 bis 29, wobei der Kurbelarm (5, 5') wenigstens zwei erste Verbindungsabschnitte (44), die in einem ersten vorgegebenen Winkelabstand zueinander angeordnet sind, sowie wenigstens zwei zweite Verbindungsabschnitte (47) umfasst, die in einem zweiten vorgegebenen Winkelabstand zueinander angeordnet sind, wobei der zweite vorgegebene Winkelabstand kürzer ist als der erste vorgegebene Winkelabstand.
  31. Kurbelarmanordnung (1) nach einem der vorangehenden Ansprüche, wobei der erste Bereich ein erster ringförmiger Bereich ist, der sich zwischen dem Idealumfang und einem zweiten Idealumfang befindet, der in Bezug auf die Verzahnung (100) wenigstens 1 mm radial zu der Innenseite hin angeordnet ist.
  32. Kurbelarmanordnung (1) nach Anspruch 31, wobei der erste ringförmige Bereich einen Innendurchmesser hat, der 150 mm oder mehr beträgt, und einen Außendurchmesser hat, der 180 mm oder weniger beträgt.
  33. Kurbelarmanordnung (1) nach Anspruch 32, wobei der erste ringförmige Bereich einen Innendurchmesser, der 160 mm oder mehr beträgt, und einen Außendurchmesser hat, der 170 mm oder weniger beträgt.
  34. Kurbelarmanordnung (1) nach einem der Ansprüche 31 bis 33, wenn abhängig von Anspruch 27, die einen zweiten ringförmigen Bereich umfasst, der den wenigstens einen zweiten Verbindungsabschnitt (47) des Kurbelarms (5, 5') einschließt und der einen Innendurchmesser, der 100 mm oder mehr beträgt, sowie einen Außendurchmesser hat, der 130 mm oder weniger beträgt.
  35. Kurbelarmanordnung (1) nach Anspruch 34, wobei der zweite ringförmige Bereich einen Innendurchmesser, der 110 mm oder mehr beträgt, und einen Außendurchmesser hat, der 120 mm oder weniger beträgt.
  36. Kurbelarmanordnung (1) nach einem der vorangehenden Ansprüche, wobei der Kurbelarm (5, 5') einen Arm vorgegebener Länge L sowie eine Vielzahl von Verbindungsarmen (27, 27') umfasst, und sich das erste ringförmige Element (11) im Wesentlichen radial in Bezug auf eine Drehachse des Kurbelarms (5, 5') erstreckt, dessen radiale Ausdehnung durch einen Umfang mit dem Durchmesser T" bestimmt wird, wobei L/T" zwischen 0,7 und 1 beträgt.
  37. Kurbelarmanordnung (1) nach Anspruch 36, wobei das Verhältnis UT" zwischen 0,8 und 0,9 beträgt.
  38. Kurbelarmanordnung (1) nach einem der vorangehenden Ansprüche, wobei der Kurbelarm (5, 5') aus einem Leichtmetallmaterial oder einem Verbundmaterial besteht.
  39. Rechter Kurbelarm (5, 5') für ein Fahrrad, der einen Arm vorgegebener Länge L und einer Vielzahl von Verbindungsarmen (27, 27') zum Verbinden mit einem mit Zähnen versehenen ringförmigen Element (11) umfasst, das sich im Wesentlichen radial in Bezug auf eine Drehachse des Kurbelarms (5, 5') erstreckt, wobei die radiale Ausdehnung der Verbindungsarme (27, 27') durch einen Idealumfang mit dem Durchmesser T" bestimmt wird, und das Verhältnis L/T" zwischen 0,7 und 1 beträgt, dadurch gekennzeichnet, dass jeder der Verbindungsarme (27, 27') einen ersten Verbindungsabschnitt (44) umfasst, der mit einem Loch (45) zum Verbinden mit dem mit Zähnen versehenen ringförmigen Element (11) versehen ist, und dass der rechte Kurbelarm (5, 5') des Weiteren wenigstens zwei Kontaktelemente (30, 35) zum Herstellen von Kontakt mit dem mit Zähnen versehenen ringförmigen Element (11) umfasst, die sich auslegerartig von den ersten Verbindungsabschnitten (44) aus erstrecken.
  40. Kurbelarm (5, 5') nach Anspruch 39, wobei das Verhältnis L/T" zwischen 0,8 und 0,9 beträgt.
  41. Kurbelarm (5, 5') nach Anspruch 40, der erste Verbindungsabschnitte (44) zum Verbinden mit dem ringförmigen Element (11) umfasst, die an den Verbindungsarmen (27, 27', 230) in einem ersten Bereich angeordnet sind, der einen Innendurchmesser, der 150 mm oder mehr beträgt, und einen Außendurchmesser hat, der 180 mm oder weniger beträgt.
  42. Kurbelarm (5, 5') nach Anspruch 41, wobei der erste ringförmige Bereich einen Innendurchmesser, der 160 mm oder mehr beträgt, und einen Außendurchmesser hat, der 170 mm oder weniger beträgt.
  43. Kurbelarm (5, 5') nach einem der Ansprüche 39 bis 42, der zweite Verbindungsabschnitte (47) zum Verbinden mit einem zweiten ringförmigen Element (15, 15') umfasst, die an den Verbindungsarmen (27, 27') in einem zweiten ringförmigen Bereich angeordnet sind, der einen Innendurchmesser, der 100 mm oder mehr beträgt, und einen Außendurchmesser hat, der 130 mm oder weniger beträgt.
  44. Kurbelarm (5, 5') nach Anspruch 43, wobei der zweite ringförmige Bereich einen Innendurchmesser, der 110 mm oder mehr beträgt, und einen Außendurchmesser hat, der 120 mm oder weniger beträgt.
  45. Kurbelarm (5, 5') nach einem der Ansprüche 39 bis 44, wobei die Verbindungsabschnitte (44, 47) Gewindelöcher (45, 48) umfassen.
EP07014862A 2006-08-03 2007-07-30 Rechte Kurbelarmanordnung für ein Fahrrad und Kurbelarm dafür Active EP1884461B1 (de)

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RU2007129734A (ru) 2009-02-10
ITMI20061550A1 (it) 2008-02-04
TWI424937B (zh) 2014-02-01
CN101121433A (zh) 2008-02-13
CN101121433B (zh) 2013-01-30
US9162729B2 (en) 2015-10-20
US8573093B2 (en) 2013-11-05
TW200821216A (en) 2008-05-16
EP1884461A2 (de) 2008-02-06
JP2008037418A (ja) 2008-02-21
JP5183999B2 (ja) 2013-04-17
US20080028887A1 (en) 2008-02-07
EP1884461A3 (de) 2010-11-17
US20140047946A1 (en) 2014-02-20

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